Internal-combustion engine with supercharger driven by an exhaust turbine



Sept. 2, 1952 T. SHELLEY ETAL INTERNAL-COMBUSTION ENGINE WITH SUPERCHARGER DRIVEN BY AN EXHAUST TURBINE I 4 4 Sheets-Sheet 1 Filed March 8 1949 Mmm M WW m Q /\N m Nw &&N I... I.

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Sept. 2, 1952 SHELLEY ETAL 2,608,818

INTERNAL-COMBUSTION ENGINE WITH SUPERCHARGER DRIVEN BY AN EXHAUST TURBINE Filed March 8, 1949 4 Sheets-Sheet 2 m/rcwroes THOMS SHZZZZ'V A/ZZSOA H KENT Sept.v 2, 1952 T. SHELLEY ET AL 2,608,818

INTERNAL-COMBUSTION ENGINE WITH SUPERCHARGER DRIVEN BY AN EXHAUST TURBINE Filed March 8, 1949 4 Sheets-Sheet 5 \Q i is Sept. 2, 1952 T. SHELLEY ET AL 2,608,818

' INTERNAL-COMBUSTION ENGINE WITH SUPERCHARGER DRIVEN BY AN EXHAUST TURBINE Filed March 8, 1949 4 Sheets-Sheet 4 5 5 Y 52 a W f5 o v 529 awiwrozs 72/011445 SHELF? .MZZSOA/EX/Vf Patented Sept. 2, 1952 I INTERNAL-.GQMBUSTION ENGINE l WITH-:1

SUPERGHARGER' DRIVEN? By AN EX.

HAUST TURBINE Thomas Shelley; Breaston-, Der-by; and- Nelson" Hector Kent} Allestree, Der-By; England; as si'gnors td Roll's-Rbyce Limitedg-Derb'y, England,

aiBritish company;

ApplieatidnrMatcli' 8 1949LSEriaIlN6. 8131122? Ifi'GifeatiBfltain Marclfll, 1948i This-invention areiates to" aircraft power-plant's of the lfind comprising a reeij roeating== engine; a turbine driven by the exhaust gas-therefrom; and as supercharger drivinglyeonneeted withthe-turbine:

Such power -p1antshave-hithertm beezr used' in aircraft f in" themurpose of utilising-heat avail I ablinthe-exhaust g asto provide power for=driiring the supercharger" v r The inventien seek's td= provides: power plant of the kind referred to; which-is-compactin firm;- and which -reduces =the*ther;ma1 1osses-'in* the-exhaust=turbine system; I

Accerdir lgatothev invention; thwexhaustdflventurbine is* coupled to am addi-ticmaacqmpressor introducing airihto the ducting; supplying" ex= haust g'asto: theturhine fer the purpose" of re= ducing'thetemperature*of thegas-fiowing*through* theturbine:

In co nstruetions ac-cording -tcrtheinvention; the" superchargermiay 'bedi'sp osed* to rotatahoutan axis substantially paralIPtO* orcoaxiaFwithtHe axisof-theerankshaft of th-ereciprocatingengljner with asuitable change speed gear-mechanism in= eluded.- in" the drive therebetween;- and? the thr==- birremay-bemountedtbrotate about'anaxis' sub? stantiaily atrightanglstd the axis of the-super charger, being drivirigly' connected through the" change-speed meehamsmWith -theengir1ei crank"-" shaft, such driving connectiqr; includfixyafifew" whee -between-theturbineand chahgesp eedigear tope 'rmit the crankshaft ad-overrun the turbin'ez' 'It I may "bementionedfthat itfisrn'ot necessary that theturbineaand supercharger "rotate; at equal' speeds; suitable selectionof gear?" ratiesini the drive existingtherehetweenpermitting'of themps propriate choice of speeds., V

The additional compressor may" be: directly coupledtethe' turhinewr "maybe driven-through gears introducingwn appropriate speed ratio he tween the turbine andadditiofiai *co'mpressorf ''O'ne'constructionof pewer plarit embodying the invention will now=be* described. with =refrence'ftm the accompanying- -qrawingsin which- Figure 1 'is a, side*elevation"of the p wer-p1ant;

hand end ofFigure 1;

:FiuifidS wpartialplan view and" Figures 4A; 4B illustrate 1i1'1'i section one con struction of the -mechanicafdriving connections between parts ofthe powerpl-mt:

The same refereneeaare useck11%allindicate-same parts: Referrin'g' to the drawings and more-especiaiI-Y- the-engine crankshaft (hot shown)".

named-at therear-end of-"th'wengine'III-with he axis ofrotatiOn of "its--impe11er"I2a (Figures A"; 4B) coaxial withthe-axis (13) of rOta-ti6n' "of T1ie'*sup'er= ch-argihg='compress0r- I 2 has an airirflt I l 'cbm' prising 'BF'VEEIVWIJOXT I 5 fdr"controllhgthihgr of air" tq th'e compressor and delivers ffom-idelivery scroll I 2b through" a pipe I 6- to thedn' maniflds I I'- offth'e engine which arelocatd tween the'banks -of cylinders i- The supercfiarg i- Ing compressor" is drivinglyconnected with the crankshaft '-oftl' ie engine throng-H a" tWd-speed geaY-KFi'gure' IB) housedin a wheePcase n F M1 The" plant" also cbm'pri'ses an exhaust turbiii assemldly'flB: the turbine-= (Ii-$0 1811 df- 'whic'rlids mounted wi-tlrits=axis I9 at jright an'glv daxi 3 of the crankshaft and" disposed su'gfiuybehihd the compressor I25 and the di'srrISd 01? whieh covers I021:

r t t i mnt comprises av 55' auxiliary "compresser'iy formed by a 'ca'sing 2"! 3 housed in an inverted bell-shaped flange 28 formed on the cover of the compressor [2 and the upper part of the air inlet l4. As will be seen, theauxiliarycompressor is. located inthe vertical sense between the turbine assembly and the air-intake to the supercharging compressor II. A two-stage compressor is employed in this construction to avoid excessive diameter and thereby to obtain a compact installation.

The two-stage compressor delivers air into a pair of upwardly-directed ducts 29 located one on each side of the compressor and the air passes from the ducts 29 into jacket spaces 38 surrounding the exhaust passages in the ducts 28 and flows forwardly through the jacket spaces to adjacent (Figure 43) through quill shaft 48A which stub the point where the ducts 28 connect with the exhaust manifolds [8b. The air then enters the exhaust passage through inlets 3| to mix effectively with the exhaust gases to cool them prior to their entry into the turbine inlet scrolls [8b. This arrangement also enables the ducts 28 to be short and reduces the thermal losses in the plant.

Suitable control means may be provided for controlling the supply of exhaust gas and/or cooling air to the turbine. For example, in this construction butterfly valves 33 are shown controlling the flow of exhaust gas from the exhaust manifolds lBb into the turbine inlet ducts 20. Additionally, bypass valves 65 in the exhaust manifolds control the flow of exhaust gas direct to atmosphere. Manual or automatic means may be provided such that under maximum power conditions of the engine the valves 33 are closed and the valves 65 are fully opened. When the.

turbine is operative dur'mg cruise conditions the valves 65 are closed and the valves 33 are open. In certain cases it may be desirable to provide an automatic pressure control for maintaining a substantially constant value of inlet pressure to the turbine l8 by operating the valves 65. Such a control mayalternatively function to avoid the predetermined value of back pressure on the engine being exceeded. Additionally, when the turbine is operative the valves 33 may be controlled by a thermostatic device to avoid excessive inlet temperature to the turbine, whilst the supply of cooling air from the auxiliary compressor may be likewise controlled, the valve 33 beingclosed after the air supply control is adjusted to give the maximum flow of cooling air.

When the bypass valves 85 are opened the turbine is rendered inoperative, and in such a condition the provision of the free wheel referred to hereinafter is of particular importance, avoiding the absorption of power which would otherwise take place due to the turbine being driven by the engine. In the arrangement described it is intended that the turbine is operative during cruising power operation of the engineto reduce the specific fuel consumption thereof.

The ,turbine disc lBa is carried on a shaft 34 (Figure 4A) co-axial with a shaft 35 for the impellers 26a, 26b of the auxiliary compressor and is drivingly connected with the supercharger impeller shaft 36 through a gear train 31, 38, 39, including pinion drives on axes parallel to the axis l9 of the turbine disc and'a vertical drive shaft 40 lying slightly forward ofthe supercharger compressor l2 and carrying at its lower end, a bevel gear 41 meshing with a complementary bevel gear 42 mounted on a layshaft 43 disposed parallel to the supercharger drive shaft 36. The layshaft 43 supports a free pinion 44, meshing with a pinion on the supercharger drive-shaft 35.

The pinion 44 and the bevel gear 42 on the lay.-

- shaft has secured to it a pinion 41 meshing with a pinion 48 formed on the layshaft 49 of a twospeed gear of generally known construction.

The shaft 49 is hollow and has secured to it the driving members 58 of a pair of friction clutches, the driven members of which are a pair of free rotatable pinions 51, 52 which mesh respectively with pinions 53,- 54 set in a sleeve 55 surrounding and secured to the supercharging compressor drive shaft 35.

The shaft 49 also carries -a spider member 56 in which are mounted a series of clutch-operating levers 51 (of which one is shown). The levers 57 are arranged to be rocked between two positions in which respectively the pinion 5| is clutched to the shaft 49 and the pinion 52 is clutched to the shaft 49, by a hollow piston member 58 slidable in the shaft 48.

The piston member 58 also slides on a fixed hollow spindle 59 having a pair of spaced radial walls 60 forming in effect the ends of a cylinder housing the piston member 58. Hydraulic fluid is fed through passages 61 in the spindle 59 to one side or other of the piston member 58 tomove it along the spindle to rock the levers 51' which are maintained in a clutch-operating position by the centrifugal load on them.

.The control of the hydraulic fluid supply may be in known or convenient manner and for example may be a manual control or an automatic control. In the latter case, for instance, the automatic control may be by means of an altitude-sensitive capsule device. The arrangement, as is known, is such that increased rotational speed of the supercharger is obtainable for increasing the supercharger compression ratio at high altitude.

In. the arrangement described above, it will be appreciated that the turbine l8 and supercharger l2 rotate at speeds which are in fixed proportion, and the change-speed gear, effective between the supercharger drive shaft 36 and the crankshaft, determines the ratio of the supercharger and turbine speeds to the crankshaft speed. 'When the exhaust-driven turbine is in use a major part or the wholeof the power absorbedby the supercharger is derived from the turbine, which delivers its power through a gear train to the supercharger drive shaft, any surplus power going into the crankshaft.

Considering now an aircraft fitted with a power plant asabovedescribed, and climbing with its engine running at constant speed with the exhaust turbine operative, the use of a known type of boost control on the engine charge inlet pressure will operate to maintain a preselected value of boost, and ata certain altitude in order to maintain this value the change-speed gear will be operated to increase the rotational speed of the supercharger, thus toincrease its compression ratio. This change of supercharger speed is accompanied by a corresponding ine crease in the operating speed of the turbine rotor since the turbine I 8 is geared to the supercharger shaft 36. This is advantageous since the decrease in ambient atmospheric pressure will have increased the expansion ratio across the turbine and operation at increased speed results in obtaining greater expansion efliciency. As previously mentioned, the turbine inlet pressure may be controlled to maintain a predetermined absolute value by actuation of the bypass valves 65, the expansion ratio across the turbine then being determined by the ratio of such pressure to ambient atmospheric pressure.

Further it will be appreciated that overheating of the turbine can be avoided and the thermal losses from the engine reduced.

A further advantage of the plant is its compact arrangement facilitating its installation in an aircraft.

It will be appreciated that the invention is not limited to the embodiment described above. For example, in certain cases the additional compressor may be omitted, appropriate cooling of 'the exhaust gas being obtained by radiation from the ducts, or by introduction of cooling air from a tapping from the main supercharger. The latter system would be possible where fuel carburation is not effected in the supercharger.

Again alternative locations of the turbines are possible, although it -will be appreciated from the above description that the disposition of the plane of the turbine rotor disc approximately on the same plane as the cylinder heads of the engine, results in a compact installation avoiding complication of ducting of the exhaust gas to and from the turbine.

We claim:

A power plant comprising in combination a reciprocating internal combustion engine; a turbine; an exhaust duct between said engine and said turbine to lead the exhaust gas from said engine to said turbine; a bypass exhaust gas duct leading from said engine to atmosphere; controllable valve means to control the amount of exhaust gas flowing from said engine through said bypass duct directly to atmosphere; a supercharging compressor; a first drive connection between said turbine and said supercharging compressor; a second drive connection between said engine and said supercharging compressor; a change speed gear in said second drive connection; an auxiliary compressor having an inlet to atmosphere; a discharge from said auxiliary compressor leading to said exhaust duct; a third drive connection between said turbine and said auxiliary compressor; and a freewheel device in said first drive connection arranged to permit said supercharging compressor to overrun said turbine and said auxiliary compressor.

THOMAS SHELLEY. NELSON HECTOR KENT.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 2,197,179 Hersey Apr. 16, 1940 2,277,839 Becht Mar. 31, 1942 2,278,181 Lieberherr Mar. 31, 1942 2,385,366 Lysholm Sept. 25, 1945 2,386,096 Ehrling Oct. 2, 1945 2,400,068 Birkigt May 14, 1946 2,402,725 Birkigt June 25, 1946 2,421,518 Molloy June 3, 1947 2,444,456 Lysholm July 6, 1948 6 V FOREIGN PATENTS Number Country Date 206,845 Great Britain Feb. 21, 1924 369,033 Great Britain Mar. 17, 1932 421,110 Great Britain Dec. 17, 1934 507,974 Great Britain June 23, 1939 

